Aerial vehicle.



J. E. FRASER.

AERIAL VEHICLE.

APPLICATION FILED AUG. 31,

Patented Oct. 14, 1913.

JE .F'rase I:

J. E. FRASER.

AERIAL VEHICLE.

APXLIOATION FILED AUG. 31, 1908.

1,075,969. Patented 001;. 14, 1913.

10 SHEETS-SHEET 2. a

[haul/017 a H1 JEF A! J. E. FRASER.

AERIAL VEHICLE APPLICATION FILED AUG. 31, 1908.

Patented Oct. 14, 1913.

10 SHEETS-SHEET 3.

fnventar. JE.Fra$er.

Zfliin asses,

J. E. FRASER.

AERIAL VEHICLE. APPLIOATION run!) we. a1, 1908 Patented Oct. 14, 1913.

JLE. FRASER.

AERIAL VEHICLE.

APPLICATION FILED AUG.31, 1908.

1,075,969, Patented Oct. 14, 1913.

10 SKEETS-SHEET 5.

wzlbzesses. lm en i0)".

J. E. FRASER.

AERIAL VEHICLE.

APPLIGATION FILED we. a1, 1908.

Patented Oct. 14, 1913.

10 SHEETS-SHEET 6.

101122 asses.

lnuemor .lZFrase r.

J. E. FRASER. AERIAL VEHICLE.

APPLICATION rum) we. a1, 1908. 075 9 9, Patented Oct. 14, 1913.

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L JIm/enim' y l .Haser. ,KWQ/ M as E1511 2? 'l/S.

J. E. FRASER. AERIAL VEHICLE. urmoumn FILED we. a1, 1900.

Patented 0013.14,!913.

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V A i w 172082230? JEFrns er Mia 7265.968

J- .B- A [\Afibfi.

AERIAL VEHICLEv APPLICATION FILED AUG. 31, 1908.

Patented Oct. 14, 1913.

10 SHEETS *SHEET 9.

in van t0r J E Fraser.

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Zgimesses J. E. FRASER.

' AERIAL VEHICLE.

APPLICATION FILED AUG. 31, 1908. 1,075,969. Patented Oct. 14, 1913. 10 SHEETSSHBET 10v 4 0 lm/enfor lil'raser,

Zqlnesses v 4! 7W Att JAMES EDNABD FRAQSEE, 0F Si'. JOHN,

NEW BBUNtS'WICK,. CANADA.

AERIAL VEHICLE.

Specification of Letters Patent.

Patented Oct; 14, 19.13.

Application filed August 31, 1908;- Serial No. 513%.

To aZZ whom it may emlce m:

Be it known that l, Janus Enwaun 'FRASER, of the city of St. John, in the county of St. John, in the Province of New Brunswick, Canada, engraver, having invented certain new and useful Aerial Vehicles, do hereby declare that the following is a full, clear, and exact description of the same.

My invention relates to improvements in aerial vehicles in which dynamic efl'ort, acting upon the atmosphere through specially esigned meclninism, is the sole means used for aerial support and propulsion; and the objects of my improvement are, first, to roduce a propelling lllhlllulll-Sli] readily adjust able at any time to vary the lifting versus the propelling tendency to any degree between certain limits; secrmd, to produce an effective propelling mechanism moving at. a moderate ate of speeu; third, to provide a propelling DltClllDSllll that. will grasp, compress and release the maximum quantity of free air consistent with the power expended, before said volume has time to yield except in it's elastic capacity; fourth, to provide. a liftingand propelling method independent of rolling: or springing impulse atstarting; fifth, to produce a propelling arrangement of wings directly available for gliding flight in the emergency of motor allure; sixth, to cause equilibrium in a moving machine to be subjectto oppositely placed air'defiectors controlled by a pendu lous load; seventh. to provide means for anttmiatically inaintainil ig equilibrium; eighth, to provide automatic mechanical means to carcen said machine toward a wind current when the machine is moving; forwardly across said wind current; also by the same means, to cause said machine to careen inwardly when turning a curve; ninth, to pro vide a means for setting the machine to a constant angle of ascension or descension, or horizontal, and automatically nlaintainirna, said direction subject to the attendants option; tenth, to reduce air resistance tending to retard the forward"movement of the. machine by virtue of the molded design of the same :eleventh, to protect. passenger or operator from inclement. ele-ineuts by providing an enveloping shell or car; twelfth, to hermetically inclrse enough space within said machines component parts to render it loat- 'eenth, to concentrate the able in water: tllh upward and downward and lateral steering improvements in l i l I 1 l "cut of their opcuii than half being shown. Fig ilustratcstlni f ame construction of lion ng for the .mechanism carried on the central spar of the framing. Fig. 5

an enlarged view of the sliding plate by means of which the guide vanes are tilted. Fig, 6 is a plan of a portion of the propeller wing showing slits on the forward portion to act as air escapes. he dotted lines indicate the exli ig. 7 a longitudiual section of Fig. (l, viewed from a'ptr sitiou forward or the. broken line. a? the upper dotted lines indicating the position of the fabric with the orifices open. and the lower dotted line. the position of a flap that falls when its underside is relieved from a supporting; air pressure from beneath. Fig. a side iew of a wing rib. Iiig. 9 is the same, illustrating the manner in which the rear portion yields and bends upwardly from the reactive for e of the air borne upon, and also the struts used in trims-slug the. wing are show in position. as viewed looking to ilu" .ie'ht. of dotted line ;rm-;ra; on lTlQ. ll. F121. 10 is a perspective View of the e'ear brh Fig. 11 is the inside of cradle front.

I \iewed from the rear showing support. arrangem nt for -;g'izl lii control. steering wheel and cord, and pro peller dol-lecting' lever. Fig. ii is a side view of the same. Fig. 13 an endpewisc yiew of the propeller deflecting lever with stop lever attached. and section of quadrant with stop lever enmeshed thereinto. Fig. ll a perspective view of the several parts comprising the clamping), device, 75, enlarged, disconnected. but shown in proper serial order. ii? is a plan of rudder and steer ing the car shell int-losing l a fragment der n'nechanisin. rear. cross sectional oi lo int;- thc car.

line XX, F'

l? is a side 7 .55 a cmnbinalion (if both.

o? the after part of the car in... and --uipporring spar. I is afront View of rune-tilting mcclunnnn. Fig. a, perspective view of the l 2i a side iew of llze same. of propeller arms loJ is: an outside side view and d ;=-ll1' arr is an of propeller 2o a perspecthe round. reliii ie. Fig. 1 steering rope distinct from ill operative position. Fig. in of the upper portion of he construction of the t eetion. Fig. 29 is ended as used for Fig. is a ollapsed. 31 is .e view 0: preceding figure, the lower part Slfifl'll'lg its eoi'inection. with the {razor-work of the machine and also the ch valve vxl' ch closes from internal pres .l v Fig. 32 is the same the preceding 1i,- ..re but the funnel mouth is turned the re arise dire tion and in a collapsed. condition. The lower part shows how in this position .ecl: valve prevented from closing. a he air contained may find free 1;. show: in perspective all the erotic. parts in operative position re to the propelling I'IlPCllillllSIll and for adjusting it. iis a. diagram 1c vertical steering and longitudinal balig: mechanism, the figure being repre- :'-:ente *l directed upward. F represents the same mechanism directed downl, the dotted line indicating how this ation. is effected.

The main frame members of the machine Xe three hollow spars, 1. 1. 1 ionallyplaced. their relative positions 3 3 arallel and equidistant, 1 and l oeoutermo t. positions of any of 1 t 'lhcse members are depended upon to 2 the various bending and coinn strains at trusses and lies that. compioe the slandino' frame or skeleton of the .chine and, for that reason. are made Cir-- i'ar (new se tion and gradually tapered him their tull at niiddenglh toward their extremities. which are pointed. Their material may boot light Wood or metal or Diaphragms are placed at short intervals in their interior length 'm upports :nr ainst collapse and also to render tl'epin cellular Water floats should nr-ras on r quir it.

PM? on t: imo

spars. l and 1. are rigidly and 'ieriuanently secured in place. The censpar, if: to oscillate in bearings I t we connected l alined longiti 'linally a HMSfll i I rpm-see 6. Each of the. said spreader-s is composed of a broad and thin wooden core, 7, which irussed both on the upper and under sides by fiat wire strained over thin, blade-like struts, 8, 8 8*, placed edgewisc to the air current. The outward ends of the strut cores are rigidly attached to the-immovable members 1 and 1 the inner ends, rigidly attached to lugs j on the central spar hearing 3. Other (ZOHSLIUCtlVQ parts are added and included in these spreaders as will hereafter be described herein. All transverse shafts act as additional compression members or Spreaders.

The band bearings 4, 4, form the bases of vertical posts that act as the struts of a top SjiSllIll of trussing', the tension members of Arhich, numbered 9, 9 '9, 9, connect in diagonal apposition with the outer spars 1 and I, the edgewise ties connecting with the extremities of the dorsal tube 2, and a. strand coupling the upper extremities of the posts and 4, together.

From the under side of each of the two bearings 5, 5", depends a. cylindrical post or strut. 10, 10, each having an inclination toward the other, and a tie piece 14 which may be ofjwood or metal tubing, and which. is rigidly fixed to the lower extremities of said posts, coupling them together. Ties of steel ribbon. 13, 13", extend from the forward and .i'earward extremities of the side fran'ie menibers l, 1', to the lower frame angles, 12 and 12. The flat side of the said ribbon ties are positioned parallel With their line of air cleavage. In the drawing the tie piece 14 is represented by a tabular piece of Wood rendered rigid by cleats 15 on the underside. Said tabular piece 14: is maintained in horizontal position by steel ties 16, which connectthe corners of the said tabular piece with the hearings 5, 5*. Three elongated casings of rubber fabric, 17, are attached to the underside of the said tabular piece M in the center of the spaces between the clea ts which. said casings, when inflated with air, actas landing bufl'ers or floats for the. machine, as circumstances may require. Communication between the interior of said casings or tubes l7 and the outer air is maintained only through the post 10 and the swiveling funnel 18, which is furnished with a swinging; check valve A. that remains open when the funnel mouth is directed forward. In this position, the greater air pressure is from without in consequence of the head resistance encountered by the general advance of the machine, so that the valve remains open. But a reversal of the pres sure, as when the buffers encounter the earth or water; cioses the entrance passage by the swinging" of check valve 1\., which enables the buffers to retain their cushioning or buoyant effect when desired.

sist of the funnel 19 having the upper part or hood t'titttl in'tl of some pliable fabric.

ts lo a rim rt" rigid material. 18 a hinge i wt in tin tho. the pivot of which is the lt hi IiH rl portion of a rib 18 sewn suit..- th fennel fa ric It. A set of four -e f. -b- --;up ort the rim and fabric.

it liti the tunnel mouth is turned to lee- 15." air pre nre causes it to collapse or falling; inward at the joints 18, when it asemnw tlntot-m depicted in Figs. 30 and 53m, The wind. in rushing past these narrow tii'tlltcs. induccs the air contained in them to fwlltltt' by rohcsive attraction (commonly i new! a yii ation i. by which means the cont nts of thrilll t'l': is gradually exhausted. 'l in at row betwe n the Figs. 31 and 32 inttiwaes the direction of the wind common to the optration of the funnel in both said na ure. I

in hip- H and 3122. the tube 10. into which the funnel is. IFlFiI' Qtl, is shown in vertical sert -i. check valve in Fig. 31 is free to cl rst? from inside pressure, as when th butters are compressed from any exterior cauwr; but when the funnel is turned rearvarn. as may be done by the Winding or unwinding; of the pull cords on the funnel stein anannally operateda short, lug B. upon the hinge part of the check A., engages an inwardly projectingportion of the tube 1!.) whirh effectively holds the check open, leaving; the internal air free to escape and reduce aeriai, friction by reducing external air displa ement. The tube 10 may be conm ted frorty witit the buffers 17 by any ewnmon tubular connections that are airtight.

All pow r of locomotion and buoyancy is furnished by the motor 21, which is here shown with its plane of rotation horizontal. It is rigidly uspended from the spar member t" by braced hangers 20. The vertical rank haft 2) is furnished with a clutch 33, operated by a lever, 23', convenient to the attendants rear-h. Said shaft 22 penetrates tlnframe member 1 and the bearing the lath-r having: the shaft opening an .t rn ath --hghtly slotted to allow for trans- \t w tu-till r ion. universal joint on said crank haft. situated exactly in the axial enter of Ziti'ttiltt! 1". enables the upper ton rank shaft to be securely truncated to the metal part. generally desgnated t". with which and the standimg frame of the machine. it remains in perinan-nt po.-.ttion. while the motor has a side swaying capacity integral with the spar 1. liver the main bearing 3 and keyed upon mid crank shaft. is a small bevel pinion 524 through which the driving power is transmitted to the artino' members of the machine. Two lengths of Rafting.

I tttt tubular s 27-. :93. extend f r:- aml aft. from said -tlrivas mg pinion 24 each se tion having a bevel gear wheel integrally fixed to each of its extremities; the one adapted to tmcsh into said driving pinion 2-! being relatively much l larger than the one on the opposite end. l Suitable bearings are provided adjacent to the hubs of said gear wheels for the sup port of the said shaft sections, 25, 25, the inward bearings being in the standing l portions of 3. designated in detail, 20; the outward bearings being situated respectively upon and integrally with the band bearings 3 and 3 and said shafts extend forwardly and rearwardly from their central bearings 26 and pass through the vcrti cal posts, generally designated with the band bearings upon which they are erected. 4 and 4. wherein they find additional hearing.

The wings, 35, which constitute the means by which ascension and propulsion are attained, are driven in circular orbits by the rotation of shafts 2T, 27" and 27'. L? upon and to which the arms that carry the said wings are rigidly attached. The plane of rotation of said propelling wings is coincident with the line in which the vehicle travels. and consequently all the axial munbers directly involved are transversely placed in respect to the machine. The said shafts, 27, 27, situated on the forward part of the machine form the section? of one line and are connected by a universal joint at the junction with the central spar 1 at the band bearing 3. In like manner. the remaining rearward sections 27. 27 meet over the central spar l at band bearing: 3. The outward ends of the sections 27 and 27" are journaled in bearings secured to the frame member 1, their inward bearings being situated next to the universal joints on the band bearings 3 and 3*. Sec tions 27. 27", are likewise supported in hearings on the spars 1 and 1".

he arrangement shown as having the shaft line. 27, 27", or 27*. 27. in two se tions. is in conseqtience of a slight inclination (5 to 10 degrees) which each said section normally bears to the horizontal nhile it is still desired to have both sections posi tively rotate in unison. The junction tl the two shaft sections of each line is more elevated than the outer ends of the same said shafts. A bevel gear wheel is tixed upon one section of each said line of transverse shafting, in this instance on 2T. QT. and adapted to mesh with the smaller wheel on each of the longitudinal shafts 9-7. :25. By this means all four transverse section rotate at a uniform rate ofspecd in posh tive communication with the motor 91.

The term gliding as used in this de scription signifies such structural qualities of parts as peculiarly adapt them to pa rapidly through the air with little dcta ning resistance. These qualities are dii 'cct'ly attributable to, first, form, that cleaves and afterward restores the air mass with the. least disturbance. Second. surface, that defeats any tendeney oil the atmosphere to chug to and be dragged with the moving part and. third. position, that eliminates the retarding ctl'ect of gravitv. That is to say, if the supporting surfaces are inclined forwardly, upward, gravity tends to pull them downward and lmckward and prevent them gliding; whereas it they are inclined forwardly downward, the same force tends to accelerate their progress forward.

All the propelling Wings are ada 'ited to lift and to gli e. and in the machine as herewith illustrated, are distributed in pairs which, with their su 'iporting and controlling mechanism, term tour complete units. Each unit has forits main axial member one of the bet'orement ioned transverse sl att sections (say QT). lipon the said shaft are clamped, or otherwise rigidly secured, two pairs of ving :llppOlllIlQ arms. Each arm oi a, pair is in direct radial opposition to its mate, at right angles to its supporting shaft, 7", and in cross section is laterally flattened. The pair of arms 30 and a similar pair, ill, are situated adjacent to the bearings of said shaft and are parallel with each other. The said arms that support the wings have holes pierced through them near their extremities to act as bearings for the reception of transversely extending rods or tubes. hereinaft r termed wingbone tubes. 32. 32*. These s: id wingbone tubes extend fr m the arm 30 to the arms 31 and rotatably,occu 'iy the said hearings in the arms like any ordinary shafts in their bearings. The said member 32 or 32, after passing through the said arm brnrings, project sulli rieutly to enable an arcuate stop lever 33 or 33". to he rigidly secured thereon. cue on ea h end of the said winghoue tube; but the stop on one end occupies a quadrant of a circle that does not synunetrically correpend with the position/of the stop on the other end. in th s instance having a radial dil'l erence of ninety degrees. as will afterward he more fully explained.

The iuenih r ill and 32 are parallel with ea h other and with the Shaft section 27, and are the basic supports in the construction of the prtpeller wings 35, 35. Said wings lltfit no right rotary motion of their own but h ause that portion ottheir area ptstcrior to their axial supports, 32, 32, greatly exceeds the ortion anterior to their said axial support the prepunleratiug rear portion of the wing will govern its position :is a whole, as the corresponding portion of a weather vane controls that instrument when rurr nts il air press upon it, 1

At this stage of the (llMl'lPll lll it the a i cmbled mechanism comprising on y the shalt se tion 27, the arms 30, 31, and the Wings 35, 35, be revolved in calm air, it will be understood that the plane of the wings will assume and maintain a position approximately tangent to their orbit; of rotation, If, however, the mechanism be caused to revolve with its plane of rotation parallel with the direct-ion of a strong Wind, similar to the self created draft encountered by a traveling aeroplane, the wings will no longer assume a position tangent to the [circle of their orbit, but one of varying attitude toward the mechanism, being in fact, the resultant of the directive force of the wind and of the circular draft created by their own movement. Thus it the speed of the wind exceeds the rate of the wings movement, the said wings will always main-- tain the same edge to the wind. The position of the said wings is however as truly neutral in conforming to these dual forces as it was with the single one of rotary move ment alone. This is an essential feature of the invention.

To render the wings 35, 35*, effective for lilting and propelling the machine, addi tional arms, 38 and 38, are provided to control the position of the said wings while moving on the downward half of their orbit. The said controlling arms are of the same length asthe wing-supporting arms and revolve svnchronously therewith; they are situated between the bearings, as 28 and 29- respectively, on the spars 1 and 1 and the wing supporting arms, 30 and 31, and revelve upon disks 36, 36. The object of expanding the pivotal support of the said controlling arms to proportions of a disk (see 36, 36, Figs. 23, 25) is to have the axis of the supporting arms and of the contiguous controlling arms offset from each other in their common plane of rotation, and still enable the said supporting and controlling arms to revolve continuously, as a parallelogram over and about the shaft section 27. liar-h disk, 36 or 36, has two supports, the shaft 27 which penetrates it loosely just inside of the periphery, and the rigidly attached lever, 41* or 41, which prevents acci dental change of position upon the shaft 27.

The connections that couple the wing-supporting arms, 31, 30, and the controlling arms, 38, 38*, and substantially form two sides of a jointed parallelogram, are the betorementioned arcuate stop levers 33, 33. From the previous description it will be clear that these levers 33, 33 and the wing 35 tilt integrally with the wingbone tube The arcuate slots, 40 and 40 in the said levers 33 33, are adapted to slidably engage with laterally projecting, flangoheaded pins, 99, 39, integrally aflixed in the arms 38, 38*, near their extremities, so that however much the wing or stop may tilt, a standard length of coupling material may be maintained between. the extremities of the said supporting arms and of the con trolling arms.

inasmuch as the rol We positions of the winghone, tulies: 3:2 I. and the flange headed ping-ill fil in res-pert to the position of the axial number 2? and the axis of the. oonlrolling arms (the center of disk or So") are always parallel. it follows that Q by shifting the eccentricity of the di h ill?- or Siloin its jiosilion relative to the machine. but still in its normal plant; the pins 31), 539. will vary their provide new sloppinz" of the slot 40 wii-h each ehan ed )ositinn of the said disl; 36 or in and will limit and eontrol the extreme degree of inclination that the said live or downward stroke, said Wing ma idly return stroke.

In detail, a stop-lever 32) or 33, consists substantially of a senior of thin metal plate rigidly seeured at its radial center to an extremity of a Whig-hone tuba 32 or 32", and by this means forms an integral part of the Wing. At a radius equal to the distance between the axial centers of rotation of the wwig-supporting arms and of the control ling arms, an areuate slot i0 is out, its are having the wing-hone tube for its center. The said flange-headed pins 39 or 3 project from the said eontrolling arms 38 or 38 and pass t-l'irough the said slot 40 and is prevented from leaving it by the flanged head The pin 30 or 40 soas to slide or rotate easily therein. One end of the slot 40 is arranged to mine in contact with the pin 39 or 235 when the wing moving downward. In this posh tion, which may he called normal, the fore and aft plane of the wing remains up proximately parallel with the spars l, l. l. of the machine. opposite to that above mentioned may only occasionally come in contact with the said pin 39 or 39". as when the Wing tilting extreme, whieh likely to oe ur when the machine is starting in rain: air or in the same direetion as the ind may he moving. The length of the areuate slot is unimportant but is not too short to allow the rising wing to assume a posiiion tangent to its circular path of translation The position oi the said slot ll) in respeet to the Wing plane has no material significance it' the said stop levers 32 and 33% at opposite ends of the said Wing: are set at an angular difference of 90 degrees from OfiCl] other. as illustrated in Figs. 2? and 2.3. The ohjeet of the above arrangement similar in fun!" tion to that of (ranks and roupling rods on a railway locomotive where the an ular litlerence of the cranks on one site of the niarhiue to that ol those on th other prevents any pos-il iliiy of 1hr piston ro ls oi or to which the jmsilmns aem'rrilingly and positions for the ends Wing may assume on the elfectilt on the upward or 39 is fitted to the slot Th end of the slot ill l the engines on both sides of the locomotive i lieing in line With the crank pins and (enters l of the wheels at the same time. i The ahorreyaniple, whieli is familiar to many. will l'rlhiiii' it clear how the limits of l the angle oi the propeller win; 3-3 are always nndvr positive control of the merhanisnz, either a1. one. end or the other, and l intermittently controlled from both ends simullanemisly during the descending morement of the wing.

; As previously deserihed, the propeller wings are supported on trunnions, the axial 1 line of which, in each Wing, may he relgarded as dividing it into two unequal l parts anterior and posterior, the latter I greatly exceeding the former in area; this i predominance of posterior surface possessmg the vane-like quality necessar to turn the Win on its pivots to present a ways the same erfge to the air current. It will be obvious however, that any extension of a vane or its equivalent, the Win forward of. its pivots, will tend to neutralize the turning effect of the wind upon it until when the area is pivot, the wind pressure will have been balanced and ceased to hare power to move the wing.

As it is important that the Wing should tilt on its trunnions quickly and assume'a position as nearly ,neutral to resisting pressure from any direetion, when the upward or idle stroke is begun, openings are provided to allow the air to readily pass through the anterior part of the Wing that the posterior part may rceeiv nearly the entire henefii of the directive force of the Wind. It is constructed as followsz-The l top of the wing is completely rover ed with l the chosen lahruu but on the anterior portum, midway lmtween the ribs 108, the said i Fabric is slit in a fore and aft direction. Thisproeeed ng ill not materially change i i l l l l l l l the Completeness of the surface iovering until air pres upon the margins of the slits 43 causes the fabric to sag and spreiul open see curred dotted lines Figs. 6 and T) forming the passages desired. The under covering of \he wing is in two sections, a fixed portion covering the entire area posterior of the axial ni-en'iher 32 or 32; and an anterior portion consisting of a semhrigid Hor 13, that is flexibly attached to the underside of the forward margin of the ,wing'. The said flap 43- is essentially a cheek valve and oyerlaps a short portion of the forward part of the rear wider-covering of the Wing. so as to ellert a complete elo sure when the pressure of the air is upward as when the wing: is descending, Wl1l('l] lernied the eiheeiire stroke.

The ahme valvular action of the Wing is useful when the machine is starting in calm air or hovering, ever one locality when in l r l i i l l l the same on both sides of the 'l mid-air, hut in other phn'ws; of flight it has iII'LiQ or no function. it 15 not, however, de sired to confine the wing valves to the exact construction nhove scrihwli hm may comprise any \alvniar inc-a h huh a propcilrr wing of the (:inss. i i rih wl may be relieved of pressure on that po tion :irr ((I'ifil to its :1 Sin; supports for rho PHHFPSC of facilitating the vane; Elie. tilting oi; the said Wing. n

A small diiierencs in the longitudinally angular position of the phuie of the pro puller wings to the horizon nmtorinliy affects the rosuits of their i HOT]. the disks 36, 36, are so set 213 to give the wings :1 forward and upward inciiniition, the result will he to climb or asciewi. If given a slight inclination forward and downward, tho tigndency will he to coast, or to glide forwardly downward; but if the dynmniir force of the Wing stroke eqiinis 1hr! roast ing tendency, no ioss of altitude wiil nocnr, but a portion of the iii'ting impuise xiii have been converted into horizontal Ycioo ity. If the wing he set (it a still greater forward and downward angle, the coasting inipiiiso will bs 'strengthenml beyond What tho lifting phos'e'of the wingstroke may he able to entirely imlanre, with tho result that the general velocity of the machine will ha e increased but its altitude will ho g ndnaiiy diminished. When for any W351 son the power is shut oif in miihair and a gliding descent is begun, the uhguiarit of the wing plane should then also be adjusted to suit. At the ending of a glide a landing may be effected with acrnrury by giving the Wings an abrupt inclination to the lino of movement and the progress of the machine abruptly retnrderl In orrlor to accomplish these results it, is necessary that the full complement 0i propeller wings b0 constantly subject to instant and accurate adjusimvnt The following describes how this is zu'rom'plished. A centrally situated hand lever 3? has oonnnnnicntion with ail the :lisks and movrs thorn {-;i1'l-illi ll]1)l15i \f m nnitotlly holds thorn fast. As (iepirteclr the oomplv nent of disk; is eight, four on onoh side of the machine: hotas nrh pair of wings and their artnnting anti mntrnliing riierhnnism forms a complvto unit-"the re manning pairs ofwings and their niorhanism being repetitions of any g vcn unit--it will be sufiicient to dscribe tho connections or the one unit chosen. (See Fig. 33).

Disks 36 until 36 are situated on the some transverse shaft section 27, each disk hm" ing the eccentricity of its n'ionnting )0 drgrecs different from the other. The lmrr 41, 41, however, that are nttarht-rl to and form an in egral fixture with the said disks, depend in Such a nmnner that their extremities are at an equal radius from the Siiifi' impulse in this rose pure y the w section 27- Which forms their pivot. The l the sl ghtly inclined lifting 2hr depending from the inwurdiy situutml i Lemma aiinei'ne'ni of the: i liii 'i h -Yrs ofiremitiea with earl: 114w also parriiiei wiili the said Sim it 2 i mitt-var run; he the norm-a3 or aci jo n ed position of the said A rori rmnposmi of two goiftimz 4-2, 42 couples the two Errors 41*! ii, and nlrnia ly thoir yo {rant-tin; iiHiCb' 3 5 and 3G". Them- -1 I-p ii\'\;iy situated on the inwmi and" the. front and rear said shaft to the right of the spur 1" imirin 'Tlfil} 011M" ei f y sitnatg i Jig! 3& mm: in 33* till)? shown it? i ,r r

iii 3 (no rmii hG-"ZH MS 33*, TEES ii, iii Tho :iL-ova, h and insidr coup-1 =3; rods w for simnltarwons nim'oniunt is} n .12; ;-1\'i?l*5: rookor shaft section 1 1 Ui-i its iniogini arms, -36. in" that are pivoioiiv mm: iul

respeotiveiy to the parallel r i; ling i.-; 49/, 4:2, ant? i'fl ii, :gn i'fikli ll Shtzft. H j irnalod to the i'rinv momiwrs i and 1*, the inwnnii'y sitmit :iringrs intogrni with the your hill :39 and iming nntrri 45: {he othor onr r: n? 152-: hash of the frame. member nor uniuu by a reference r iarartor. it wil in; widow:

then that the shaft 44* and tho arn'zs; 3 and 46*. all being reginiy 1mm i :i 5, 11M shaft 44. being fixrd to tho "2r" H of in machine without from;

(sepia oi rotation, wi l 1 position of time four di m K 1 it portion of the Inerhan so: To: flmlrwi on tho opposite half of tin-a iii in g dupiirate of the half tire" nert as one thereto in; 3.1112iVE1'S55i army-iii on the said rociror shaft M and sin w rortiy ovor the orntrai spar 'i A15 tin; i".

and the arms from tho opposite sin Hons oi the rochor-shaft may be mad to 4 mm benvuth the spoil I one coupling r ii in this ponitionis sufficient for the 31 i invmrgiiy situated disk The hand low i (inmates on the fixed pivot on Lam; his ii: weight arm pivotniiy comwriul to ilw ((Hi SfJfatP/HI 42, 42"; it thus ogirmt Ir mnhaneously rontrol all the y, the angle of iil(i'.i?iitif in ho i Wings and the vertical pull of gravity. A slight forward and downward inclination of the wings results in their describing cycloidal curves that are greatly elongated in a forward horizontal direction because of the constant tendency to coast, 0r glide, even while the machine, as a whole, may be as cending. I

The car. which is pendent, is made rigidly integral with the central spar 1. The fl'tilllt of the said car consists primarily of a re tangular wooden loop 47, 48, 49, the forward lower corner being rounded; 48 mar be designated the stem, 49 the stern post, and 47 the keel or tie-piece. The car sides 50 which are'externally convex, are hinged by their uppermost edges to the spar 1 and at their lower edges adapted to fit clisely to the keel-piece 47 whereto they may be temporarily secured by any of the ordinary means of fastening, as a sliding bolt and engagcable socket-or a spring catch. The sides 50 are constructed of rectangularly crossed lattiofi, the vertical ribs of which being the more rigid members, those on the outside having rounded edges and p sitioned horizontal; the top and bottom edges of said car sides being practically straight and fitted closely to the spar l and keel 47. A suitable fabric is tensely stretched over said lattice and secured to the four edges of said car side 50. Funnel shaped ventilators may be inserted in said car sides 50 shown at 51 for engine cooling purposes and a further rearward heat. escape .52 situated next-- to the supporting spar 1*. The forward part of the car is a wind shield 50 of parabolic contour in horizontal section and is built integral with the frame 48, 47, having its rearward edges well out toward the full width of said car sides 50 so as to preserve the flowing lines of said car body without angle .or break. The emering of said wind shield is necessarily of transparent material. htjoining the rear edges of said car sides and like ise made to neatly correspond in outline, is the rudder section 54. which is much more thinly and straightly tapered than the fori ward part of said car, and terminates withthe sides overlapping the rudder .74 at 50? the full extent of its height. As the lower part of said member 51 is the part desired to act as a rudder, this portion is rearweirdly extended nearly to the limitfiof its mailable space, while the upper part is shortened, giving a side contour very similar to that of a ships rudder. Unlike a ships rudder, it is not hinged to the main craft bod; but is rigidly ii'i-tcgral therewith, depcndiing for its deflecting function upon the in reasing lateral flexibility of that portion rearward ol its junction with the said car body: its construction is as tollows:--lnto the rcansidc of the sterirpost 4) are in sci-ted the butt ends ot' a nuinler of tapering. flexible. blade lihc member r t'alle indicated by thcuiunwral 3i. whiih point lnu'ixontally backward. the tu -ri s being:

i in vertical plane: a nib}! dt xi iaid f aid stern-po t if i. a Ii right shaft 3t rotatable in ri 'ltt't l nine; secured to the spar l and to he l liitwxe-ii11 1i to this shat't are fixed. tliro-igi; their common focal center. a Stlltw ot' 'iiilfii 0: di sectors 57. each s ctor icing tin-at rrespondencc with one oi" ile thrwaid rad dcr blades. As these bhuh vi i in iciiggth. the corrcspoiulinn disks ai-c var ii; diameter so that a ligament taehsicd n: the

extreme forward part t a said di lt se t circumference and thence. i'rein sides, tenscly drawn buchuurit and nected with its corresponding udd r F outward tip, will cause said no toward the side to whirh said ,4 i shortened by its winding upon sector as caused by the partial rot.

main sector 56. The wide and the parts of said rudder are thus;

boundary to be as th n as po -ible. the b t tcr to aid in a commotion" cau1d'l u-w ot the two. currents of air. separated in tlu instance. by the pas age of h .ir

inside of the car as du t ed, l 1 ,epanuw r from it. is a receptacle terns-d th. (radi of;

torthe inuncdiatc support (.i E op rut i and l ad: it i held in 91l|l-.|uti. 'i u in tw ()HllltltH tl lci'ors. 5 t: llic pivots up -n which they oscillate being placed niz i the apex of V- hapcd lttlllfl iraliailrl t the central spauor stringer l" at point. 1, that all w ol' space in the tr ut and rear o! said ar sutlicicnt for the osciliutiimr ot' .-aid cradle. 'lhe l'oru'ard slispru iw lcv r 3f extends abo e its pivot ct' -uprn -ion. tl pivot ht), to the extcnt ot no pcmtrat in: tl e g"; spar or stringer l. tlltitlfj i nhich a shaped slot is made adapted to its tore an i aft-wi c oscillation; the towcr end of aid lever is pivotally conncct d \illl the fe ltl of the mild ciadle (i "he iiruu-u'd sir pensory lc cr 3* d 'tl'ers l'r-en the ftidit by having two limb and in M nn a sho: tc cxtcnsicn above itpiv t l i c upper ends of the said two l mb ar intent-all jconnected; the space b tween them, Ali-ore i t l l l the pivot 60, is shown the drawing as being occupied by the fuel tank .62 sustained by independent straps to the spar or stringer 1 above it. The lower endsof said lever 58 are pivotally connected to the extreme rear ofthe cradle 63.

The cradle 63 must not touch the car sides and is prevented from so doing by guide clasps 64 afiixed to the central underneath part of the cradle, loosely engaging the upper portion of the keel, or keelson 47 of the car in a manner that confines the independent movement of the cradle to a direc' tion forward ..nd backward. The body of said cradle 63 is composed of one, or two, longitudinal core pieces 65 wit-h a regular series of wooden ribs 66 transversely issuing therefrom on the sides and radially arranged in front. T he outward ends of the said ribs curve upward to form a concave skeleton receptacle bounded by a wooden tie piece or gunwale 67. A strong cord 68 attached to the central spar or stringer 1 and to each gunwale near the middle of the car, assists to steady and support the said cradle.

Two slight pillars or stanchions, each attached to the gunwale on its respective side, stand at the rear of the cradle; a pair of cross rails tie the upper portion of the said stanchions together and are braced with wire. The numeral 68 is generally applied to the said pillars and their cross ties. The use of the said stanchions 68* is to support the rear ends of side rails 69 that extend along both sides of the cradle to its front where it abruptly curves downwardly ,and returns to the gunwale, it being desirable to keep the front view unobstructed. The space between the rails 69 and the gunwale (i7 filled in with a tightly drawnnetting 70 for the security of the occupant and as a guard to prevent 'contact with the ear sides.

The front suspensory lever 59 is not directly attached to thecradle frame but with a T-sliaped member 71v laterally flattened in its upper, horizontal limb and pierced with an arcuate slot 72; the vertical portion or stem being integrallyand rigidly attached to the forward extreme of the said cradle. The lower end of the front lever 59 is laterr ally compressed and bifurcated at 73, bei adapted to loosely clas'p and follow the fl toned portion of the said T-shaped member 71 in a slidable manner.

Through the flattened terminals comprising the lower part of lever 59 a hole is pierced transversely for the reception of a bolt 74 which also passes through the slot 72 and thus forms a pivotal point of suspension that can be varied in position forward and backward and by this means change the center of gravity of the load and the normal attitude of the levers 59, 58, toward the front and rear guide vanes with which they are connected as hereinafter described.

In detail the adjustable connection between lever 59 and the T-shaped member 71, as illustrated in Fig. lfl comprises a square-shouldered bolt 74 extending thropgh portion of this part shaped into a square tenon that accurately fits into .a similar sha d mortise in the center of the said pinion wheel 77. The. said pinion wheel 77 is of even thickness with the metal surround ing the slot 72 into which it is placed, the tenon of the hand wheel is then inserted into its mortise through a circular opening, or

bearing, in the lever 59, on the side opposite to that engaging the bolt head and adapted to receive the circular part of the hand wheel hub extension. The shank of the said bolt 74 passes through the hub of the hand wheel and has a threaded portion projecting; a combined clamping nut and finger lever 76 is made to tit the said. projecting bolt-end, by which means the hand wheel 75, the pinion 77 and the bolt head 74 may be clamped rigidly against one limb of the said bifurcated portion of the lever 59 and prevent this pivot from changing its point of engagement with thesaid cradle. The sides of the said bifurcation do not, however, press upon the flattened member 71 but leaves the pivoted connection with free dom of oscillation only. \Vhen released of the pressure of the finger lever, said pinion 77 is free to roll on the rack in the slot 72 and the hand wheel rotates in unison therewith upon its axisthc shank of the i bolt 74.

An inflated air mattress S0 is shown in the hollow of the cradle 63 adapted for a.

1 light andcomfortable cushion for the operator, also the same is shown doubled over at the front as a seat; it could be used also as a life preserver in case of accident while crossing an expanse of water.

The bent hand lever 37 has the same pivot '60 as that supporting the front suspensory lever 59. One of its limbs, the weight arm 37; is normally vertical and the other horizontal; the latter is intended for manipulation by the operator and its function. the

adjustment of the angle of incidence of the propeller wings as has been hereinbeiore set forth. The handle portion 37 of the said lever 37 is purposely placed in a position as nearly as possible vertical to the operators positibn. to prevent: unbalancing stresses due to the upward anddownward effort nece sary to ettect the adjustment of the said propeller wings, f r, should he manipulating pressure 'uetine louard the front on.

rear. the e" e (11, would in tantly yield and dcl'h-"t the nit vanes with which it is eenne te l. tcmpi-rarily atie tin g lougitudiluil t' llllillifl l'll. it i? immaterial whether the said lever Ill, 31 has both limbs continuous, or as is shown in th drawings, with the arms separated and situated on, but rigidly integral with, the pivot (1Q. Inthe latter case the arms are bent so that their ends may nearly coinciuc uith the central line of the machine, to tlslid hand lever i? is atta hed a couipi .ble spring stop lever 37", shown on enlarged scale in Figs. i2 and 28, to engage a series of stopnotches 83 in a tired quadrant all contiguous to the said le- 35? and secured to the hunt hangers 3o ahuhrace hit for the purpose of prevent inn accidental change in any adjustment, that it is desired to maintain.

The guide vanes 75?. 79 and 78. 79, are tour in number. of eli'ingatcd, rectangular -\hape in general outlines and rendered sutth neatly ri y wire tr'ussing to resist normal heudin" or twisting strains and to truly convey thr about their length a tilting 1am ement applied to oueend of each said no au x v 'lh axiai supporting: member 83 which peo tralw the zine through its entire length in excese and 'i-rotrnde in th form of iron- Pllut2-- similar in in :c n proprller wings as more nearly intersec s the surface arca d equal anterior and posterior portions 4 a is the (a-c with the propeller wings 35, but the post rior portion necessarily dfii ilf a cccil the anl rior in extcnh bearings R 1, 5 6', ar provided for l vanes on the three t -iAUl HHll) stringers tltet'lillt. t r ivel and uppwi said \:i:u--. Ti t ith li'au e hi the 1 immerse cue extreme front ant p a unit of ie'tle' tiug iucri'ianisin coup a laterally llatt neih $t!l'li-(i}(lllt1!. in) nutzil ar h. divided by a longitudinal slot s a o -raeiii-all form a pair o parallel 1 re l lac of the al oie mentioned iioti lc l'i i521 "'ltit i. dd, utlaliir l'io mw lit l ruilv ee urcd to one of 1 1- ot' the danger l" by rivets or ordinary me The a ove men-- i I l it T. 5. al o trawrerselv dione ontinu us s cltet l Hi-h ('2' one provided with I"l|l j-. its tutu-rim: being i w transi erwlr pwlerr d. it nuiv he sockets for the reception of the inward trunnion or axial supports of guide vanes "(8, TS, which approach each other from opposue sides 0 the machine. The edges of each Arch 8%) are shown beaded in the drawing,

for strength and also to act as holding guides for the adaptation of curved flanges 91. 9t". on a sector plate 90 adapted to slidably occupy the longitudinal slot divid iug said arch 89. It is necessary that this sector plate 90 should accurately-fit its assigned position for the sake of the lateral rigidity required of it, but at the same time more easily in an arcuate path longitudinally; its dimensions should also be as large as is compatible with the space needed for its movement as indicated on the drawing Fig. .21 in dotted lines. The flanges 91., that are downwardly projecting parts of the said Sector plate, are necessarily short on account 0t the restricted space in which they have to move.

The functional purpose of the movable seetonplate 90, slidably operative in the arch 8D, is to support and maneuver a metal beam 92 laterally and synuuetrically extended on both sides'of a projection 91 of sector-pl ate 90 to which itis fixedly secured. To obviate unnecessary weight and obstruction to the current of air incidental to the advancing machine, the said beam is made in skeleton formation shown in Figs. 19, 20 ot' the drawings. To the laterally extended arm extremes 93, 93 of the said skeleton beam 92 are attached short, flattened connecting rods 94, 9d, which are also attached to the guide vanes 78, 78, at a point forwa rd of the axial line of said vanes. Universally pivotal points are provided at all four points of connection between said skeleton beam 92 and guide vanes 78 and 7S. The rear deflecting; mechanism is similar in es entials to that described but is relatively inverted and the tilting beam 92*. instead of being straight is erescentshaped to allow for space occupied by the stringer 1.

4X metal band sufficiently loose for ro tatiou surrounds that portion of the stringer '1 situated between the basic arch sockets *7. H. and supports the trunnion sockets 86 at the interse tion of the guide'vancs 79, T9. with the said stringer 1.

The described mechanism is operative as t llows:- lor example. the machine. while uu\in 1 is sloped abnormally downward, which causes the cradle 63 to swing f rward by force of gravity: slidable rods, 61, (31 attached to both suspensory levers upper extremes 96 and 96 respectively, com nniuicate a pull tethe forward guide vanes T 78*. causing them to rise in front. which induces the forward part of the machine to slide upward on an inclined plane of air oPpOSttl i formed by the said vanes line of cleavage in that direction; also, simultaneously, the

grooved pulleys from the pivotof load susrearward suspensorv lever 96 "onimunicates pension is appreciable, the strains of lateral a push to the slid-able rod 6U attached thereto and thence to the skeleton beam 92* attached to the rear vanes 79. 79 with the result that the forward portions of these vanes are depressed; the tilting movement of the said rear vanes, however. is of less degree in this instance than that of the forward vanes as actuated by the same cra-- dle movement, the different ratio being due to the different radial lengths of back and front suspensory levers above their pivots 60. It is held, however, that the spirit of this invention permits of changing the relative difference in the extent of tilting movementbetween the front and the rear vanes that is effected simultaneously in the manner described.

A steerin wheel 97 within the car faces the operatorsposition. A screw-tightened clamp 98 carrying a horizontally projecting pin is firmly attached to the shank of the front suspensory lever 59; the said steerin wheel has a hub extension 99 on the front side thereof, having a concave periphery adapted to act as a winding drum or Windlass. 97 2 hole penetrates the hub 99 for the rot-alive support thereof upon the pin 98, and a threaded nut and washer engages the protruding said pin-end to retain the wheel in position. A double series of pulleys 100 with channeled peripheries are permanently placed in pairs, closely parallel, in the up per part of the said car for the support of a strong cord 103, led in parallel circuit from a fastening on the rearward side of disk 104 (upon the disk sector shaft 56) forward by one side of said pulley series, then with one full turn around the Windlass 99 back to the starting point by the remaining series of pulleys on the opposite side of the car center. Directly above the steering wheel 97 are two pairs of pulleys, of said double series, one pair being mounted on the supporting pivot 60 of the front lever 59, o e on each side thereof; another pair close bgon axial pins integral with the forward han ers after-brace at 101 provides for an additional cord line 102 spliced into the main circuit led over the first mentioned pulley 100.. By this arrangement a central draft/is obtained on the steering cord which does not interfere with absolute oscillatory freedom. It will be recognized that as the steering Windlass is the only point of connection between car and cradle that is subject to strains that are not self-adjusting, and would in consequence, if not conducted through a neutral path, as through the exact pivotal center, tend to draw the supportmg lever 59 toward the divergent direction in which-the cord is drawn.

. As the distance of the periphery of the In the axial line of the wheel steering would tend ti. interfere with ver tieal steering and automatic longitudinal stability. but by providing a pair of additional pulleys, leaving only sufficient room between the two pulleys 100 and 101 on each side of the circuit for the passage of the steering cord, and by dividing the cord, or using two cords, unintentional movements and unbalancing strains are reduced to a minimum. This method is preferred on account of its compactness, over that of using a single set of pulleys at this point, that would necessarily be widely apart on pivots separate from the load-supporting pivot and offset sufiiciently to allow the periplr cries of the pulleys to intersect the axial line of the main pivot 60.

The operation of steering consists of turn ing the steering wheel 97 to the right or left, for lateral direction. As the cord cir cuit is shortened on one side, by the windlass 99, its contraction is diffused to all the ligaments on that side of the rudder blades 55, and the rudder is thus curvedly deflect-- ed. to the side receiving the forward pull from the said steering cord. The reaction of the passing air current upon said deflected rudder causes the entire car and the stringer it to oscillate to the side opposite said rudder deflection, and in so doing the front and rear guide vanes 78, 78,79, 79, are deflected by means of the skeleton beam before dcsiribed and which islaterally infiexibly subject to the same oscillations as the said car and stringer 1. By this provision the machine anticipates the inclination necessary to counteract the centrifugal force of its momentum that would otherwise threaten its lateral stability on a sharp turn.

The method of automatically careening in advance of the actual lateral change of direction forms an essential part of this in vention.

The manner in which lateral equilibrium is reestablished when, from intentional or accidental causes, the machine is tilted, may be understood from the following :As a simplified illustration, let it be assumed that the laterally rigid combination comprising the car and its load, the spar l and the skeleton beams 92 and 92* on the ends of the spar, is constantly in one position: that is to say, the car continually hangs plumb and the skeleton beams lie horizontal. The framing that supports the spar 1 with its pendulous car and the wings, vanes and planes that support the framing (in flight) are, however, subject to unbalancing intlu lac 

